Beech A35 accident near Auburn, California, March 17, 1998
On March 17, 1998 at about 9:45 pm local time, a Beech A35, registered N8597A, was substantially damaged in an accident near Auburn, California (Auburn Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the engine driven fuel pump drive coupling and the pilot's failure to perform the emergency procedure specified in the Pilot Operating Handbook.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 17, 1998 · about 9:45 pm local time
- Place
- Auburn, California · Auburn Muni · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A35 · all A35s on the register
- Registration
- N8597A · no longer on the register · serial D-2035
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's engine lost power during the initial climb after departure, and the pilot performed a 180-degree turn back towards the airport, but landed short of the runway. The airplane was equipped with a hand operated emergency fuel pump, which was part of the fuel selector valve. The emergency procedures section of the POH states that the emergency hand pump should be used to restore fuel pressure in the event of an engine driven pump failure. The pilot stated that he never attempted to use the emergency hand fuel pump. An on-scene examination revealed fuel in both main tanks. Examination of the engine driven Lear-Romec fuel pump coupling found it had sheared and separated. Internal examination of the pump revealed bluing of the steel pump vane tips and galling of the pump liner. According to the manufacturer, the pump at some time had been operated without fuel, which cools the vanes, and had overheated. Metallurgical examination of the failed fuel pump coupling revealed that it separated due to ductile torsional overstress at a designed location. According to records available, the pump had accumulated about 619 hours since overhaul with an unknown total time.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 330 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,868 hours
- Last inspection: annual inspection, March 4, 1998; 5 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-185-8 (piston); 0 hours total
The flight
- Departed from: AUN CA at 9:45 pm
- Destination: C83 Byron CA
- Flight plan: none
- Runway 7, 3,100 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 5 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.